JP3581438B2 - Automatic transmission fastening elements - Google Patents

Description

[0001]
[Industrial applications]
The present invention relates to a fastening element of a planetary gear train used for an automatic transmission such as an automobile, and particularly, when a first piston presses, a case or another planetary gear member and a planetary gear member are rotated in one rotation direction. The present invention relates to a fastening element of an automatic transmission having a function of fastening only when the second piston is pressed and regardless of the direction of rotation when the second piston is pressed.
[0002]
[Prior art]
BACKGROUND ART As a fastening element of a conventional automatic transmission, there is a fastening element used for a three-stage forward planetary gear train as shown in FIG.
In FIG. 7, reference numeral 26 denotes a sun gear, and a first brake 40 and a second brake 48 are used as means for fixing the sun gear 26 to the case 80.
[0003]
To achieve the first forward speed, the second clutch 32 is engaged. When the second clutch 32 is engaged, the second carrier 24C of the second planetary gear set 24 is fixed to the case 80 via a second one-way clutch (hereinafter, one-way clutch is referred to as OWC) 36. In the first forward speed, the input shaft 10 and the first ring gear 22A of the first planetary gear set 22 are connected by the second clutch 32, and the torque input from the input shaft 10 to the first ring gear 26A is The torque transmitted to the output shaft 12 via the first pinion 26B and the first carrier 22C, while the torque entering the second pinion 24B via the first ring gear 22A, the first pinion 22B and the sun gear 26 is stopped by the second carrier 24C. Can be
[0004]
To shift from the first forward speed to the second forward speed, the first brake 40 is engaged. Then, since the sun gear 26 is fixed to the case 80 via the first OWC 14, the sun gear 26 is prevented from rotating in the direction opposite to the rotation of the input shaft 10. Therefore, in the second speed, power can be transmitted only in the direction in which the vehicle is accelerated. On the other hand, when the second brake 48 is engaged, the sun gear 26 is fixed to the case 80 irrespective of the rotation direction, so that power can be transmitted even in a deceleration direction such as an engine brake.
[0005]
As such a fastening element, as shown in FIG. 8, the first brake 40 connected to the first OWC 14 is fastened by pressing the first piston 84, and the power between the sun gear 26 and the case 80 is moved in only one rotational direction. And the power is transmitted irrespective of the direction of rotation by engaging the second brake 48 by pressing the second piston 88.
[0006]
The proper use of the fastening means depending on the rotation direction is used as a means for making it difficult to generate a shock at the time of shifting in the normal "D range". In other words, by having a function of engaging only one rotational direction, it is not necessary to release the fastening element when shifting to a higher gear, so there is no need to control the timing of releasing the fastening element, and a shift shock occurs. It becomes difficult.
[0007]
[Problems to be solved by the invention]
In such a conventional fastening element of an automatic transmission, since the number of parts including the OWC is large, the structure is complicated and the manufacturing cost is high, and since a multi-plate clutch is generally used as the fastening element, The drag resistance between the friction plates in the non-operating state in which the fastening is released is large, and this drag resistance lowers the power transmission efficiency of the automatic transmission and deteriorates the fuel consumption rate of the vehicle. Was.
[0008]
The present invention has been made in view of such a conventional problem, and instead of a conventional OWC and two sets of multi-plate clutches, a fastening element having one set of conical friction elements is provided. An object of the present invention is to provide a fastening element of an automatic transmission that can reduce manufacturing costs and reduce drag resistance by using a spline to provide an OWC function as in the related art.
[0009]
[Means for Solving the Problems]
In order to achieve this object, the present invention is configured as follows.
First, the present invention relates to a connection between a planetary gear member and a case of an automatic transmission that obtains a plurality of gear ratios using a planetary gear train and a fastening element such as a brake or a clutch, or a connection for intermittently connecting the planetary gear members. Target element.
[0010]
With respect to such a fastening element, the present invention has an outer ring which has a conical surface in contact with a conical surface of an inner ring connected to a planetary gear member, and is connected by an outer ring pressed by a second piston and a helical spline to the outer ring. And is pressed by a first piston, which is connected to the case or another planetary gear member, has a limited range of axial movement relative to the outer ring, and has a limited range of movement relative to the case or other planetary gear member. A thrust ring that moves in the axial direction when
[0011]
Further, in the present invention, the outer ring is provided with a shoulder and a snap ring that limit a range in which the thrust ring can move in the axial direction with respect to the outer ring.
Further, in the present invention, the case is provided with a snap ring that limits a range in which the first piston that presses the thrust ring moves axially with respect to the case or another planetary gear member.
[0012]
Also, the present invention provides a connection between a planetary gear member and a case of an automatic transmission that obtains a plurality of speed ratios using a planetary gear train and a fastening element such as a brake or a clutch, or a connection for intermittently connecting the planetary gear members. A cone ring having one end fitted to a plate connected to the planetary gear member and having a conical outer surface and a conical inner surface, and a conical inner surface contacting the conical outer surface and connected to the thrust ring by a helical spline, An outer ring connected to the inner cone ring and pressed by the second piston, and a shaft connected to the outer ring by a helical spline and connected to the case or another planetary gear member and pressed by the first piston. A thrust ring with a limited range of movement in the direction and a cone ring circle And a, an inner cone ring one axial end is connected with the outer ring and the spline against the plate with its conical outer surface in contact with the inner surface.
[0013]
In the present invention, the case or the other planetary gear member is provided with a snap ring that limits the range in which the first piston that presses the thrust ring moves axially relative to the case or the other planetary gear member.
Further, in the present invention, instead of the helical spline connecting the outer ring and the thrust ring, the outer ring and the thrust ring may be connected by a contact surface having a slope or a ball may be interposed between the slopes.
[0014]
According to the fastening element of the automatic transmission of the present invention having such a configuration, the outer ring having a conical surface in contact with the conical surface of the inner ring connected to the planetary gear member and being pressed by the second piston, Connected to the outer ring with a helical spline and to the case or other planetary gear member, restricting the range of axial movement with respect to the outer ring, and restricting the range of movement with respect to the case or other planetary gear member And a thrust ring that moves in the axial direction when pressed by the first piston. When the first piston is pressed, the case or another planetary gear member and the planetary gear member are moved in one rotational direction. Only when the second piston is pressed, both can be fastened regardless of the rotation direction, It is possible to reduce the reduction and drag resistance of the concrete costs.
[0015]
Also, the outer ring is provided with a shoulder and a snap ring that limit a range in which the thrust ring can move in the axial direction with respect to the outer ring, and a first piston that presses the thrust ring is provided on the case or another planetary gear member. When the thrust ring is pressed by the first piston, the planetary gear member is self-rotating in the rotation direction opposite to the input shaft because the case or the other planetary gear member is provided with a snap ring that limits the axial movement range. Can be locked.
[0016]
Further, a cone ring having one end fitted to the plate connected to the planetary gear member and having a conical outer surface and a conical inner surface, and a conical inner surface contacting the conical outer surface and being connected to the thrust ring by a helical spline, the inner cone is formed by a spline. An outer ring connected to the ring and pressed by the second piston; and an outer ring connected to the outer ring by a spline and connected to a case or another planetary gear member to limit an axial movement range by the first piston. A thrust ring and an inner cone ring in which the outer surface of the cone is in contact with the inner surface of the cone of the cone ring and one end in the axial direction is in contact with the plate and connected to the outer ring by a spline. Capacity can be increased
[0017]
Also, since the case or other planetary gear member is provided with a snap ring that limits the range in which the first piston pressing the thrust ring can move in the axial direction with respect to the case or other planetary gear member, the movable range of the thrust ring can be reduced. When the thrust ring is pressed by the first piston, the planetary gear member can be self-locked in the rotation direction opposite to the input shaft.
[0019]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a sectional view showing a fastening element of the present invention, FIG. 2 is a skeleton diagram showing an example of a planetary gear train to which the fastening element of the present invention is applied, and FIG. 3 is an operation explanatory diagram of the planetary gear train of FIG.
[0020]
First, the planetary gear train shown in FIG. 2 will be described.
In FIG. 2, reference numeral 10 denotes an input shaft, and 12 denotes an output shaft. Reference numeral 20 denotes a planetary gear train, and the planetary gear train 20 includes a first planetary gear set 22 and a second planetary gear set 24.
The first planetary gear set 22 includes a first ring gear 22A, a first pinion 22B, a first carrier 22C, and a common sun gear 26. The second planetary gear set 24 includes a second ring gear 24A, a second pinion 24B. , The second carrier 24 </ b> C and the common sun gear 26.
[0021]
The input shaft 10 is connected to the first ring gear 22A via the second clutch 32, and is connected to the sun gear 26 via the first clutch 30.
When the sun gear 26 rotates in the direction opposite to the input shaft 10, the first brake 40 is self-locked, and the sun gear 26 is fixed to the case 80.
That is, the first brake 40 is self-locked when the sun gear 26 rotates in the opposite direction to the input shaft 10 when the first piston 84 is operated, and when the first piston 84 and the second piston 88 are operated, , Regardless of the rotation direction of the input shaft 10.
[0022]
When the first clutch 30 is engaged, the second carrier 24C is fixed to the case 80 via the OWC 36. When the second brake 34 is engaged, the second carrier 24C is fixed to the case 80. The first carrier 22C is connected to the output shaft 12, and the second ring gear 24A is also connected to the output shaft 12.
Next, in the planetary gear train of FIG. 2, as shown in the operation explanatory view of FIG. 3, by engaging each friction element in a shift position such as a D range and an L range, the speed ratio of three forward speeds and one reverse speed is increased. , L in the L range.
[0023]
In the table of FIG. 3, P, R, N, D, and L indicate the positions of operation levers operated by the driver, and the numbers in the D and L columns indicate forward gears. The symbol “○” indicates that each friction element is fastened, and the symbol “△” indicates that the vehicle is fastened by self-lock when accelerating by moving forward as described later. Further, “(」) ”indicates that it has nothing to do with power transmission.
“Piston oil pressure” indicates on / off of the oil pressure for operating the first piston 84 and the second piston 88. For example, when the oil pressure of the first piston 84 is turned on, the oil pressure acts on the first brake 40. Indicates that the engagement is performed only in the case of power transmission in the acceleration direction. In the third speed of the D range, the engagement is released as described later and is not related to the power transmission.
[0024]
Next, the first brake 40 of the present invention will be described with reference to FIG.
In FIG. 1, reference numeral 42 denotes an inner ring. The inner ring 42 is connected to the sun gear 26 in FIG. 2, and is axially left-handed on a case 80 of the automatic transmission via a thrust washer 92 and a first snap ring 90. Movement to is blocked. The inner ring 42 has an outer conical surface 44, and an outer ring 50 having an inner conical surface 52 is disposed in contact with the outer conical surface 44 of the inner ring 42.
[0025]
A thrust ring 60 is provided outside the outer ring 50, and the thrust ring 60 is engaged with the case 80 by an outer peripheral spline 62. Further, the thrust ring 60 and the outer ring 50 are connected by the helical spline 54, and the thrust ring 60 can move only by the gap indicated by G in the axial direction with respect to the outer ring 50 by the third snap ring 70, Its movement is restricted.
[0026]
When the outer ring 50 rotates in a direction opposite to the rotation direction of the input shaft 10 with respect to the thrust ring 60, the helical spline 54 moves the outer ring 50 to the left with respect to the thrust ring 60 (or, the thrust ring 60 moves to the outer side). It is a spline twisted in the direction (moving to the right with respect to the ring 50). Conversely, when the outer ring 50 rotates in the same direction as the input shaft 10, the outer ring 50 moves to the right until the shoulder 56 abuts on the thrust ring 60 (or the thrust ring 60 moves to the left with respect to the outer ring 50). ).
[0027]
A first piston 84 is mounted on a first cylinder 82 formed in the case 80. The first piston 84 operates by hydraulic pressure supplied to the first oil passage 110. A second snap ring 94 is attached to the case 80 to limit the movement of the first piston 84 to the left.
That is, the amount of movement of the first piston 84 is limited by the second snap ring 94 to the gap indicated by E. This gap E is larger than the gap F between the collar 102 and the thrust ring 60, but is slightly smaller than the sum of the gap F, the shoulder 56 of the outer ring 50, and the gap G of the thrust ring 50. Even if the thrust ring 60 is pushed through the collar 102, the outer ring 50 is not pressed against the inner ring 42 only because the gap G is closed. In this state, if the inner ring 42 tries to rotate in the direction opposite to the rotation direction of the input shaft 10, the first brake 40 will be self-locked.
[0028]
Inside the first piston 84, a second cylinder 86 is formed, and a second piston 88 is mounted. The second piston 88 operates by supplying a hydraulic pressure to the second oil passage 112. The second piston 88 is pushed rightward by the first return spring 98, and the first piston 84 is also pushed rightward by the second piston 88. Therefore, the first piston 84 can press the thrust ring 60 through the collar 102, but does not press the state in FIG. The second piston 88 can press the outer ring 50 via the disc spring 104, but does not press the state of FIG.
[0029]
Therefore, in the state shown in FIG. 1, the conical outer surface 44 of the inner ring 42 and the conical inner surface 52 of the outer ring 50 are in very light contact, but the inner ring 42 can rotate freely. When the second piston 88 presses the outer ring 50 via the disc spring 104, the first brake 40 operates regardless of the rotation direction of the input shaft 10, and the inner ring 42 and the sun gear 38 are fixed to the case 80.
[0030]
Next, the operation of FIG. 1 will be described.
When a hydraulic pressure is applied to the first cylinder 82 from the control circuit (not shown) through the first oil passage 110, the first piston 84 moves to the left until it hits the second snap ring 94, and the thrust ring 60 is moved through the collar 102. Push.
In FIG. 1, the gap E between the first piston 84 and the second snap ring 94 is larger than the gap F between the collar 102 and the thrust ring 60, but is larger than the gap F between the outer ring 50 and the thrust ring 60. Since the first piston 84 pushes the thrust ring 60 through the collar 102 because the sum is slightly smaller than the sum of G, the outer ring 50 is not immediately pressed against the inner ring 42 just because the gap G is closed.
[0031]
However, when the inner ring 42 attempts to rotate in the direction opposite to the rotation direction of the input shaft 10 from that state, the outer ring 50 is pulled by the inner ring 42 due to minute friction because the inner and outer conical surfaces 44 and 52 are in contact with each other. The thrust ring 60 moves to the right with respect to the outer ring 50 by the action of the helical spline 54, and as a result, the outer ring 50 and the thrust ring 60 move between the inner ring 42 and the collar 102. Stretching, the inner conical surface 52 of the outer ring 50 is pressed against the outer conical surface 44 of the inner ring 42.
[0032]
Here, if the conical angle of the conical outer surface 44 of the inner ring 42 and the conical inner surface 52 of the outer ring 50 and the torsion angle of the helical spline 54 are appropriately set, the friction torque on the conical outer surface 44 and the conical inner surface 52 is reduced. A thrust slightly larger than the pressing force required to generate the friction torque is generated in the helical spline 54. In other words, the thrust generated by the helical spline 54 continues to increase as long as there is friction between the inner and outer conical surfaces 44 and 52, and the inner ring 42 is eventually stopped from rotating by the outer ring 50. That is, the inner ring 42 is self-locked to the case 80, which is a stationary portion, by the action of the helical spline 54.
[0033]
This action occurs only when the inner ring 42 rotates in the rotation direction opposite to that of the input shaft 10 as described above. When the inner ring 42 rotates in the same rotation direction as the input shaft 10, no braking action occurs. It is the same as when the braking action worked.
That is, in FIGS. 1, 2 and 3, when the second clutch 32 is engaged and the OWC 36 shifts from the first speed to the second speed in the D range connected to the acceleration side, the second clutch 32 is already engaged. If hydraulic pressure is applied to the first oil passage 110 while the two clutches 32 remain, the first brake 40 is engaged only in the direction in which the vehicle is accelerated, and at the same time, the OWC 36 is automatically released to switch to the second speed. Next, to shift from the second speed to the third speed, the inner ring 42 can rotate freely by engaging the first clutch 30 while keeping the engagement of the second clutch 32 and the oil pressure of the first oil passage 110 unchanged. Since the vehicle is going to turn in the direction, the first brake 40 is automatically released and switched to the third speed.
[0034]
In this case, the torque acts on the helical spline 54 in the same rotational direction as the input shaft 10, and the thrust moves in the direction of moving the outer ring 50 to the right and the thrust ring 60 to the left. Occurs, and as a result, the outer ring 50 is pulled to the right by the action of the helical spline 54.
Therefore, the outer ring 50 and the inner ring 42 are separated from each other, the self-lock is released, and the inner ring 42 and the sun gear 26 can freely rotate in the same direction as the input shaft 10, and are switched to the third forward speed. In the state where the inner ring 42 is freely rotating (not operating as a brake), the inner ring 42 and the outer ring 50 are separated from each other and the number of friction surfaces is small, so that the drag resistance as the first brake is low. It is smaller than conventional multi-disc brakes.
[0035]
When the second speed in the L range is set, the second clutch 32 is engaged, and when the oil pressure is applied to the second oil passage 112 in addition to the oil pressure of the first oil passage 110, the second piston 88 causes the disc spring 104 Directly presses the outer ring 50 via the inner ring 42, so that a braking action is generated regardless of the rotation direction of the inner ring 42, power is transmitted even in the second speed reduction direction, and so-called engine braking can be used. Become.
[0036]
As is clear from the above description, the inner ring 42, the outer ring 50, and the thrust ring 60 have both a brake function having a one-way clutch that self-locks only in one direction by hydraulic pressure and a function of a brake that works in both directions. I understand that there is.
On the other hand, when the first brake 40 is not actuated, the conical outer surface 44 of the inner ring 42 and the conical inner surface 52 of the outer ring 50 are in very light contact with each other as described above, and the number of friction surfaces is also one. Therefore, the rotational resistance due to drag during traveling at the third speed or the like is significantly smaller than that of a conventional multiple disc clutch type brake having a large number of contact surfaces.
[0037]
Next, FIG. 4 is a cross-sectional view showing another fastening element of the present invention, FIG. 5 is a skeleton diagram of a forward-moving four-stage planetary gear train as an application example of another fastening element of the present invention, and FIG. It is operation | movement explanatory drawing of a planetary gear train. The display method is the same as in FIG.
In the present invention, the third clutch 46 has a function of connecting the first carrier 22C and the second ring gear 24A, but is engaged only in the direction accelerated by the operation of the first piston 84, as described above. And the case where the second piston 88 is engaged irrespective of the rotational direction by the operation of the second piston 88.
[0038]
Therefore, it has the same function as having the conventional two multi-plate clutches and one OWC, the structure is simpler than that of the conventional example, and the drag during non-operation is similar to the first embodiment. Resistance can be reduced.
The third clutch 46 in FIG. 4 will be described in detail.
The major difference from the one shown in FIG. 1 is that it is a fastening element that connects the extending member 22D of the first carrier 22C and the sun gear 26 that rotate together, and that it has two conical friction surfaces.
[0039]
That is, the thrust washer 92 prevents the plate 41 connected to the sun gear 26 from moving leftward in the axial direction. The plate 41 is provided with square holes 41a at several places on the circumference, and the claws 43 of the cone ring 42 are fitted into the square holes 41a. The cone ring 42 has a conical outer surface 44 on its outer periphery and a conical inner surface 45 on its inner periphery. The outer ring 50 has an inner conical surface 52 in contact with the outer conical surface 44 of the cone ring 42 and meshes with an inner cone ring 53 by a spline 55. The inner cone ring 53 has its outer conical surface 57 in contact with the inner conical surface 45 of the cone ring 42, and the left side in the axial direction is in contact with the plate 41.
[0040]
The outer ring 50 is engaged with the thrust ring 60 by the helical spline 54. The thrust ring 60 is engaged with the extension member 22 </ b> D by a spline 62, and the axial movement with respect to the outer ring 50 is restricted on the left and right by the attached snap ring 64. The first piston 84 can move to the left by hydraulic pressure from the first oil passage 110 and press the thrust ring 60 via the disc spring 85 and the thrust washer 87, but the amount of movement is limited by the snap ring 94. The second piston 88 can press the outer ring 50 to the left through the disc spring 104 by hydraulic pressure from the second oil passage 112.
[0041]
Next, the operation is basically the same as that described above. Since the outer ring 50 and the inner cone ring 53 are connected in the rotation direction by the spline 55, the inner and outer conical surfaces 45, 57, and 44 are conical. , 52, the outer ring 50 is rotated in a direction opposite to the rotation of the input shaft, and a force for pressing the outer ring 50 to the left is generated by the action of the helical spline 54. When the outer ring 50 is pressed to the left, the conical inner surface 52 presses the conical outer surface 44 of the cone ring 42, and the conical inner surface 45 of the cone ring 42 presses the conical outer surface 57 of the inner cone ring 53 to the left.
[0042]
Here, if the cone angles of the conical inner and outer surfaces 45, 57, 44 and 52 and the helical spline torsion angles are set appropriately, the friction torque generated on the conical inner and outer surfaces 45, 57, 44 and 52 causes Is generated in the helical spline 54, and as a result, the self-locking is performed on the inner and outer surfaces 45, 57, 44, and 52 of the cone, and the extending member 22D and the sun gear 26 are rotated in the opposite direction to the rotation of the input shaft 10. Are connected only in the direction of.
[0043]
Further, by applying hydraulic pressure to the oil passage 112, the second piston 88 presses the outer ring 50 to the left, so that the extension member 22D and the sun gear 26 can be connected regardless of the rotation direction.
In the present invention, the frictional conical surface is provided at two places, so that the capacity as a fastening element can be increased. Other effects are the same as those described above.
[0044]
In the above description, the structure in which the outer ring 50 and the thrust ring 60 are connected by the helical spline 54 has been described. However, even if a slope is provided between the outer ring 50 and the thrust ring 60 to generate a thrust when a friction torque is applied. Good. Similar effects can be obtained by interposing a ball or the like between the slopes between the two.
INDUSTRIAL APPLICABILITY The present invention is applicable to a general planetary gear train used for an automatic transmission of an automobile, and although not particularly exemplified, various modifications and improvements based on general knowledge of those skilled in the art. Can be implemented.
[0045]
【The invention's effect】
As described above, according to the present invention, instead of the conventional combination of two multi-plate brakes and OWC, when the first piston is pressed, the planetary gear member and the case are moved in only one rotational direction. When the second piston is pressed, regardless of the direction of rotation, the two are fastened. This not only reduces the number of parts, thereby reducing costs, but also reduces the number of friction surfaces, so the brake is inactive. Can be reduced.
[0046]
As a result, the fuel consumption rate of the vehicle can be improved.
[Brief description of the drawings]
FIG. 1 is a sectional view showing a fastening element of the present invention.
FIG. 2 is a skeleton diagram of a planetary gear train to which the fastening element of the present invention is applied;
FIG. 3 is a diagram illustrating the operation of the idle gear train of FIG. 2;
FIG. 4 is a sectional view showing another fastening element of the present invention.
FIG. 5 is a skeleton diagram of a planetary gear train to which another fastening element of the present invention is applied.
FIG. 6 is an operation explanatory view of the planetary gear train of FIG. 5;
FIG. 7 is a skeleton diagram of a planetary gear train of a conventional automatic transmission.
FIG. 8 is a sectional view of a conventional first brake.
[Explanation of symbols]
10: Input shaft
12: Output shaft
20: Planetary gear set
22: 1st planetary gear set
22A: 1st ring gear
22B: 1st pinion
22C: First carrier
22D: Stretched member
24: 2nd planetary gear set
24A: Second ring gear
24B: 2nd pinion
24C: Second carrier
26: Sun Gear
30: 1st clutch
32: Second clutch
34: Second brake
36: OWC
40: 1st brake
41: Plate
41a: Square hole
42: Inner ring or cone ring
44: Conical outer surface
45: inside of cone
46: Third clutch
50: Outer ring
52: inside of cone
53: Inner cone ring
54: Helical spline
55: Spline
56: Shoulder
60: Thrust ring
62: Outer spline
64: Snap ring
70: Third snap ring
80: Case
82: First cylinder
84: 1st piston
85, 104: Disc spring
86: 2nd cylinder
87: Thrust washer
88: Second piston
90: First snap ring
92: Thrust washer
94: Second snap ring
98: return spring
102: Color
110: 1st oilway
112: Second oil passage

Claims (5)

A coupling element for intermittently coupling a planetary gear member or a coupling between planetary gear members or a case of an automatic transmission that obtains a plurality of speed ratios using a planetary gear train and a coupling element such as a brake or a clutch,
An outer ring having a conical surface in contact with a conical surface of an inner ring connected to the planetary gear member, and being pressed by a second piston;
It is connected to the outer ring by a helical spline and is connected to the case or another planetary gear member to limit an axial movement range with respect to the outer ring, and to move with respect to the case or another planetary gear member. A thrust ring that moves axially when pressed by a first piston whose range is limited;
A fastening element for an automatic transmission, comprising: The fastening element for an automatic transmission according to claim 1, wherein the outer ring is provided with a shoulder and a snap ring that limit a range in which the thrust ring can move axially with respect to the outer ring. The case or another planetary gear member is provided with a snap ring that limits a range in which the first piston that presses the thrust ring moves axially with respect to the case or another planetary gear member. Item 2. A fastening element of the automatic transmission according to Item 1. A coupling element for intermittently coupling a planetary gear member or a coupling between planetary gear members or a case of an automatic transmission that obtains a plurality of speed ratios using a planetary gear train and a coupling element such as a brake or a clutch,
A cone ring having one end fitted to a plate connected to the planetary gear member and having a conical outer surface and a conical inner surface;
An outer ring having a conical inner surface in contact with the conical outer surface and connected to a thrust ring by a helical spline, connected to an inner cone ring by a spline, and pressed by a second piston;
A thrust ring that is connected to the outer ring by the helical spline and is connected to the case or another planetary gear member and has a limited range of axial movement when pressed by a first piston;
An inner cone ring in which the outer surface of the cone is in contact with the inner surface of the cone of the cone ring and one end in the axial direction is in contact with the plate and is connected to the outer ring and the spline,
A fastening element for an automatic transmission, comprising: The case or another planetary gear member is provided with a snap ring that limits a range in which the first piston that presses the thrust ring moves axially with respect to the case or another planetary gear member. Item 5. A fastening element for an automatic transmission according to Item 4.

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